Railroad-switch.



No. 790,158. PATENTED MAY 16, 1905. w. H. SAMMONS.

RAILROAD SWITCH.

APPLICATION FILED DEC. 29, 1904.

2 SHEETS-S ATTORNEYS No. 790,158. PATENTED MAY 16, 1905.

W. H. S AMMONS" I RAILROAD SWITCH.

APPLICATION FILED DEC. 29, 1904.

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UNIT D STATES Patented May 16, 1905.

' PATENT OFFICE.

RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 790,158, dated May 16, 1905.

Application filed December 29, 1904:. Serial No. 238,801.

To all whom it may concern: Be it known that I, ILLIAM HENRY SAM. atom, a citizen of the United States, and a resident of North Bend, in the county of Coos 5 and State of Oregon, have invented a new and useful Improvement in Railroad-Switches, of which the following is a specification.

The object of my invention is to provide a three-way switch and means to be carried by alocomotive or street-car for operating the switch therefrom.

The invention consists in certain novel features of construction and combinations of parts, as will be set forth and claimed inthe r appended specification, reference being had to the accompanying drawings, which form a part of this application, and in which Figure 1 is a top plan view of my switch, showing the position of the parts when the main line is in use. Fig. 2 shows the position of the parts when the left switch is in use. Fig. 3 shows their position when the right switch is open. Fig. 4 is a perspective of the switch-blocks attached to the switchpoints of the main-track rails. Fig. 5 is a view illustrating the shape of the movable points at their forward ends and showing the adjacent outer or fixed rail in cross-section at a point somewhat to the rear of said ends, the 3 switch-blockbeingshownindotted lines. Fig.

6 is a perspective of the kind of cross-tie preferably used with myimproved switch. Fig. 7 is a view somewhat similar to Fig. 1 and also shows switch-operating mechanism carried upon the front end of a locomotive or car. Fig. 8 is a sectional view taken on line 8 8 of Fig. 7 and Fig. 9 is a perspective of the switch-stand used with my improved switch when it is desired to operate the same by hand. 4 The letters A and A designate the rails of the main track, B and B the rails of the lefthand track, and Q and C the rails of the righthand track. The outer rails B and O of the two side tracks, respectively, are continuous and fixed, while all the other rails terminate in movable points at the beginning of the switch, with the points of the main track lying next the fixed rails and the inner rail-points G and B of the two side tracks lying inside 5, the points A and A and terminating slightly short of these latter points. The switch-points are all pivoted to the main track at their rear ends by bolts 6, extending downwardly into one of the cross-ties. The switch-blocks D and D are rigidly connected with the switchpoints A and A of the main track at the forward ends of said points, the connection being effected by broad lateral bars a and a, which project inwardly toward each other and support said blocks midway between the sides of the track at the opening of the switch. These blocks are elongated and are verticallyrounded to blunt points at their front and rear ends and extend upwardly into a plane above the top of the track. The switch-points A and B are pivotally connectedtogether and held suitably spaced apart by the spreader-bar (0 while the points A and C are similarly connected by a like bar a These bars are preferably located near the forward ends of the switch points, and each pair of connected points may have more than one spreader-bar, if desired. When the switch-blocks D and D are separated from each other to openthe main track, as illustrated in Fig. 1, the space between them is equal to the space between the points A and C and between the points A switch-block forms a stop to properly limit the movement of the other block and of the two points controlled thereby when the device is operated to open the switches. If the left block D be moved inwardly, the left switch will be opened, as illustrated in Fig. 2. If

.the right block D be moved inwardly, the

right switch will be opened, as illustrated in 3. In both these cases it will be observed that the switch-blocks are in engagement with each other, one being in its innermost position and the other in its outermost, the innermost block being the one nearest to the outer track of the open switch in each as shown in Figs. 1 and 7.

case. If when one switch is open it is desired to open the other switch, all that is necessary is to move the outermost block to its inward position, since this movement of the outer block will carry the other block with it, and thereby all four of the switch-points be moved together-as, for instance, in Fig. 2 (which shows the left switch open) if the block D be moved inwardly as far as it can go it will carry the block D with it, thereby simultaneously bringing the switch into the position illustrated in Fig. 3, which shows the right switch open and the left switch closed. When one switch is open and it is desired to close the same (without opening the other switch) in order to open the main track, in that case it is only necessary to move the block outwardly which controls the open switch in question. The two blocks will then be separated, as shown in Figs. 1 and 7.

In order that my switch may be operated at will by an engineer or motorman, I provide the front part of the locomotive or car E (see Fig. 7) in advance of its forward Wheels with a rotatable shaft or cylinder F, carrying the switch -operating shoes F, F, and F These shoes are of the shape illustrated in Fig. 7 of the drawings and are adapted to be brought down into engagement with the switch-blocks by rotating the cylinder F; but they are so located upon the cylinder with reference to its circumference that only one of them can extend downwardly at a given time. These shoes are so positioned longitudinally of the cylinder as to bring the middle shoe F when turned downwardly directly between the switch-blocks D D, so as to separate them, and thereby open the main track, If the shoe F be turned downwardly, it will engage the block D, moving the same inwardly and opening the left switch, while the shoe F is adapted to engage the block D and open the right switch. The thickness of the middle shoe F is such that when it passes between the switclrblocks they are both forced to their outward limit, while the other shoes operate, one to force both blocks as far to the right as they can go and the other to force them both as far to the left as they can gothat is, the shape of the ends of the blocks and shoes and their thickness and relative positions and the distance of movement of the blocks are all so proportioned and related to each other that no matter what position the blocks are in the proper one or both can be unfailingly engaged by one of the shoes to operate the switch in any manner desired.

The blocks D and D project upwardly above the top of the tracks, as already stated, the object of which is to permit them to be easily .engaged by the operating-shoes without bringing the shoes down into the plane of the rails. The cylinder F, carrying these operatingshoes, is rotated and held in any desired position by suitable means (not shown) under the control of the operator. The switchblocks D and D are of a length greater than the distance from the operating-shoes back to the foremost wheels of the locomotive or car, by which arrangement the switch-blocks are held in the desired position by the shoes till said foremost wheels have taken the proper rails.

Sometimes it is necessary to operate the switches by hand, and to meet this requirement the switch-blocks D and l) are connected to a suitable switclrstand Gr, Figs. 1 and 9, by the operating-rods l and K, respectively. This stand is provided with the usual day and night targets showing when the switch is open and when closed. The rods and l are bent at their outer ends to form the upwardlyextending sections 1 and l, the upper ends of which latter are bifurcated at 2 and 3 and project upwardly through the slots m and m in the plate H of the switch-stand. These bifurcated ends are adapted to be engaged by the operating lever or handle Nof the stand. The plate H is supported at its center upon the staff 0, and the handle N is rigidly connected at its inner end with this staff, so that the target P, carried at the upper end of the staff, will always indicate the true position of the switch. It will be observed that the construction of the switch-stand is such that it never interferes in any way with the operation of the switch by the shoes carried upon the locomotive or car.

The cross-ties underlying the switch-points are preferably formed as illustrated in Fig. 6, the flat end portions (Z (Z serving to support the outer fixed rails B and C of the track and the space between said ends being inclined downwardly from the longitudinal centerof the tie toward either side thereof, forming the top of the tie between its end portions (Z (Z into two inclined faces 1 1 At the longitudinal center of the tie at the apex of the two inclined faces a a I secure a half round iron bar f. These bars serve to reduce the friction between the switch-points and the cross-ties, while the inclined faces a e at the tops of the ties serve to cause snow and dirt to work off the ties and fall down into the pit usually located underneath the switch and outlined in Fig. 1 by the lines y. At the rear ends of the switch-points where they are pivoted to the track I provide the strong side braces 71/ it on each side of a switch- 1 point to relieve the bolts 6 from lateral strain and to render the tracks quite as strong at their switch-joints as elsewhere.

From Fig. 5 it will be seen that the fixed rails B and G are cut away (slightly undercut) at their inner sides throughout that portion of their extent which is engaged by the switch-points A and A, res 'iectively. This arrangement keeps these sides from catching snow, dirt, &e. The rails A and A are suitably tapered toward their bottoms to give them b roader bases and to compensate for the undercut on the inner sides of the fixed rails to cause them to fit said sides when brought into contact therewith.

As already pointed out, the points A and A extend forwardly in advance of the points G and B, so thatthe wheels of a car or locomotive take the points A and A first. From the forwardly projecting portions of the points A and A the switch-block bars a and Patent, is

61/ extend inwardly past the switch-points O and B, the extreme forward ends of which latter are supported uponsaid bars a and a, respectively, and are flattened at their bases to give them a broader bearing-surface 6 upon these bars. (See Figs. 5' and 8.) These fiattened portions e' are cut away on their bottoms, as indicated at in in Fig. 5 of the drawings, to compensate for the thickness of the bars a and a, so that the tops of these switchpoints will be in the same plane with the tops of the other switch-points and of the main track.

Having thus described my invention, what I claim as new, and desire to secure by Letters 1. A three-way railroad-switch having its extreme outer rails rigid and forming an unbroken continuation of the main track at the mouth of the switch, a pair of movable switch: points connecting at'their rear ends with the main track and disposed adjacent the inner sides of said fixed rails and cooperating therewith to form a continuation of the main track, a second pair of movable switch-points forming the terminations of the curved inner rails of the switch-tracks and disposed adjacent the inner sides of said first-named movablepoints and terminating. short of the ends of said points, the outer movable point at each side of the track being pivotally connected with and spaced from the inner movable point at the other side of the track, and means rigidly connected with said first-named points and held between said second-named points and adapted to be engaged and operated from a locomotive or car.

2. A three-way railroad-switch having its extreme outer rails rigid and forming an unbroken continuation of the main track at the mouth of the switch, a pair of movable switchpoints adjacent the inner sides of said fixed rails and cooperating therewith to form a continuation of the main track, a second pair of movable switch-points forming the terminations of the curved inner rails of the switches and disposed adjacent the inner sides of said first-named movable points and terminating short of the ends of said first-named points, the outer movable point at either side of the track being'pivotally connected with and held spaced from the inner movable point at the other side of'the track, and switch-blocks rig: idly connected with said first-named points and held between said second-named points, and adapted to be engaged and operated from a locomotive or car. v

3. A three-way railroad-switch, having its extreme outer rails rigid and forming an unbroken continuation of the main track at the mouth of the switch, a pairof movable switchpoints adjacent the inner sides of said fixed rails and cooperating therewith to form a continuation of the main track, a second pair of movable switch-points forming the terminations of the curved inner rails of the switches and disposed adjacent the inner sides of said first-named movable points and terminating short of the ends of the latter the outer movable point at either side of the track being pivotally connected with and held spaced from the inner movable point at the other side of the track, and switch-blocks rigidly connected with'said first-named points and held between said second-named points, the space between an outer movable point at one side of the track and the inner movable point connected therewith at the other side of the track being sufficientl y less than the width of the railway-track to permitthe easy passage of the car-wheels through the open side of the switch, and the space between the switch-blocks being also equalto this space, whereby when the blocks aremoved as far as possible from each other, the 'main' track will be open and the space between each of the inner movable points and their adjacent outer movable points will be equal and when either switch-block is moved inwardly to its farthest limit, the track which it controls will be opened and the other tracks simultaneously closed, and the block controlling the closed switch will come in contact with and form an abutment for the block controlling the open switch, said blocksbeing adapted to be engaged and operated from a locomotive or car.

4:. A three-way railroad-switch having its extreme outer rails rigid and forming an unbroken continuation of the main track at'the mouth of the switch, a pair of movable switch-v points connecting at their rear ends, with the main track, and disposed adjacent the inner sides of said fixed rails and cooperating there:

with to form a continuation of the main track,-

a second pair of movable switch-points forming the terminations of the curved inner rails of the switch-tracks and disposed adjacent the inner sides of said first-named movable points and terminating short of the ends of said points, the outer movable point at either side of the track being pivotally connected with andheld spaced from the inner movable point at the other side of the track, rigid bars extending inwardly from the forward ends of said first-named points, and switch-blocks carried upon said bars between said second-named switch-points, the forward ends of thelatter sliding upon said switch-block bars.

5. three-way railroad-switch having its extreme outerrails rigid and forming an unbroken continuation of the main track at the mouth of the switch, a pair of movable switcl points connecting at their rear ends withthe main track and disposed adjacent the inner sides of said fixed rails and cooperating therewith to form a continuation of the main track, a second pair of movable switch-points forming the terminations of the curved inner rails of the switch-tracks and disposed adjacent the inner sides of said first-named movable points and terminating short of the ends thereof, the outer movable points at either side of the track being pivotally connected with and held spaced from the inner movable point at the other side of the track, switch-blocks connected to said first-named points and held between the second-named points and shoes carried upon the locomotive or car in advance of the front wheels thereof for operating said switchblocks, the length of the blocks being greater than the distance from said operating-shoes to said foremost wheels.

6. A three-way railroad-switch having its extreme outer rails rigid and forming an unbroken continuation of the main track at the mouth of the switch, a pair of movable switchpoints connecting at their rear ends with the main track and disposed adjacent the inner sides of said fixed rails and cooperating therewith to form aconti nuation of the main track, a second pair of movable switch-points forming the terminations of the curved inner rails of the switch-tracks and disposed adjacent the inner sides of said first-named movable points and terminating short of the ends thereof, the outer movable point at either side of the track being pivotally connected with and held spaced from the inner movable point at the other side of the track, switch-blocks connected to said first-named points and held between the second-named points, and shoes carried upon the locomotive or car in advance of the front wheels thereof, said shoes being adapted to be rotated in a direction to bring them into engagement with said blocks to operate the same, the length of the blocks being greater than the distance from said operating-shoes to said foremost wheels.

7 A three-way railroad-switch having its extreme outer rails rigid and forming an unbroken continuation of the main track at the mouth of the switch, a pair of movable switchpoints connecting at their rear ends with the main-track rails and disposed adjacent the inner sides of said fixed rails and cooperating therewith to form a continuation of the main track, a second pair of movable switch-points forming the terminations of the curved inner rails of the switch-tracks and disposed adjacent the inner sides of said first-named movable points, the outer movable points at each side of the track being pivotally connected with and held spaced from the inner movable point at the other side of the track, switchblocks connected to said first-named points and held between said second-named. points and a rotatable member carried upon the lecomotive or car in advance of the front wheels thereof, and provided with rigid shoes adapted to be brought in pendent position to pass between or on the sides of said blocks to operate the several switch-points as required.

8. A three-way railrorul-switch having its extreme outer rails rigid and forming an unbroken continuation of the main track at the mouth of the switch, apair of movable switchpoints connecting. at their rear ends with the main-track rails and disposed adjacent the inner sides of said fixed rails and cooperating therewith to form a continuation of the main track, a second pair of movable switch-points forming the terminations of the curved inner rails of the switch-tracks and disposed adjacent the inner sides of said first-named movable points, the outer movable points at each side of the track being pivotally connected with and held spaced from the inner movable point at the other side of the tracks, switchblocks connected to said first-named points and held between said second-named points and projecting above the top of the railwaytrack, a rotatable member carried upon the locomotive or car in advance of the front wheels thereof, and operating-shoes rigidly carried upon said member and spaced from each other circumferentially and longitudinally thereupon and adapted by the proper rotation of said member to be projected downwardly one at a time into position to engage said switch-blocks to operate the switch, the middle shoe being adapted to pass between said blocks to separate the same from each other to open the main track and close both switches, and the other shoes being each adapted when brought into operative position to pass on the outer side of a block so as to control one of the switches said shoes when in their lowermost or operative position being above the top of the railway-track.

9. In a three-way railroad-switch, outer fixed rails forming an unbroken continuation of the main track at the mouth of the switch, a pair of movable switch-points connecting at their rear ends with the main track and disposed adjacent the sides of said fixed rails and cooperating therewith to form a continuation of the main track, a second pair of movable switch-points forming the terminations of the curved inner rails of the switch-tracks and disposed adjacent the inner sides of said firstnamed movable points and terminating short of the ends of said points, the outer movable point at either side of the track being pivotally connected with and held spaced from the inner movable point at the other side of the track, fiat bars rigidly connected to the extreme forward ends of said first-named points and extending inwardly therefrom, and swi tchblocks carried by said bars between said sec- ICC end-named points, said fixed rails being cut away on their inner sides for a distance rearwardlyfrom the mouth of the switch to provide said sides with undercut walls, said first-named switch-points being tapered at their forward portions and provided with fiat sides, the outer sides of said tapered portions being adapted to fit the undercut Walls of the fixed rails, the second-named points being also tapered at their forward portions with the outer sides of their tapered portions adapted to fit in fiat engagement with the inner sides of the'tapered portions of the first-named points, the extreme forward ends of said second-named points being broadened at their lower sides and resting upon said switch-block bars said broadened bottoms being cut away to compensate for the thickness of said bars, to permit the tops of said points to be flush with the top of the track.

10. A three-way railroad-switch having its extreme outer rails rigid and forming an unbroken continuation of the main track at the mouth of the switch, a pair of movable switchpoints adjacent the inner sides of said fixed rails and cooperating therewith to form acontinuation of the main track, a second pair of movable switch-points forming the terminations of thecurved inner rails of the switches and disposed adjacent the inner sides of said first-named movable points and terminating short of the ends of said first-named points, the outer movable point at either side of the track being pivotally connected with and held spaced from the inner movable point at the other side of the track, and a switch-stand hav ing connection with the switch and adapted to operate the same by hand, said stand being arranged to leave the switch always free to be operated from a train and carrying a target movable with the switch for indicating the position of the switch at all times.

WILLIAM HENRY SAMMONS.

Witnesses:

JNo. M. RUMMELL, F. M. RUMMELL. 

